• Introduction
• Preferences
• Project Management
• Group Options
• Importing Projects
• Compare Projects
• Multi-Criteria Compare
• Multi Run and Export Analyses
• Creating Project Backup
• Regions
• Modes
• Managing Modes
• Adjust Mode Factors
• Timing
• Costs
• Cost and Revenue Sharing
• Useful Life Settings
• Quantities and Unit Costs
• Travel Characteristics
• Travel - Required Inputs Tab
• Travel - Occupancy Tab
• Travel - Congestion and Flow Tab
• Travel - Fuel Tab
• Travel - Charges, Fees, Tolls
• Travel - Other Tab
• Travel Cost Override
• Import Travel Data
• Freight Logistics
• Travel - Trip Balancing
• Travel - Diagnostics
• Travel - Safety Incident Counts
• Access
• Results
• Results - Settings
• Results - Transearch Analysis Settings
• Results - vFreight Analysis Settings
• Results - Summary
• Results - Economic Impact
• Results - Benefit Cost
• Results - Financial Impact
• Results - Tracing/Validation
• Results - Equity
• Results - Freight - Transearch
• Results - Freight - vFreight
• Results - VIA
• Glossary

Project Compare - Project Selection

Project Compare - Economic Impact Comparison

Project Compare - Benefit Costs Across Projects

Project Compare - Travel Comparison

• Gross Vehicle Trips
• Passenger Trips
• Freight Ton Trips
• Gross VMT
• Passenger Miles
• Freight Ton Miles
• Gross VHT
• Passenger Hours
• Freight Ton Hours

Project Compare - Cost Comparison

Project Compare - Timing Across Projects

Project Compare - Study Regions Across Projects

Multi-Criteria Compare – Projects Selection

Multi-Criteria Compare – Overall Score

Multi-Criteria Compare – Individual Metrics

Project Management - Multi Run Analyses

This screen is used to select the result settings for the projects to be analyzed:

• Analysis Detail (Project, Base, or compare project vs. Base)
• Region perspective
• Results Year
• Discount Rate (as a percentage)
• CO2 Cost increase (as a percentage)
• Industry Aggregation
  

A spreadsheet of your comparable results is created for all projects selected. If you wish to have the spreadsheet emailed to you, make sure your email address is included.

When ready, press the Run Analysis button to start analyzing your selected projects.  A status bar is shown so you may observe the status of the analysis process. When the process is completed, an orange Download results button appears.



Click the Back to Project List or Close button when done.

Project Management - Create Project Backup

Timing

Project Timing

Construction Years and Operations Years in your project can be set by clicking on the handle on the range of years and dragging left or right.

Construction Years	The years when capital and design costs are modeled, for both spending and impacts
Operations Years	The years when recurring maintenance and operations costs and impacts are modeled

Construction Years and Operations Years may overlap for as long as needed. For example, a road widening might open a portion of the road to use mid-construction, at which point travel and operational costs may be relevant while construction costs and impacts are still modeled as well.

Constant Dollar Year	This value is now to the baseline economic data. For example, if the economic data is based on 2020, the constant dollar year is set at 2020.
Inventory Interest Rate	Enter this as a percentage representing the interest rate of private capital, which will be used for calculations of freight cost logistics.

Analysis Segments

TREDIS allows you to divide your travel into segments to see how distinct groups of travelers affect the benefits and impacts of the entire system. All segments are added together to make up the entire analysis, so any one segment may not be a subset of another. Common uses of segments include differentiating periods of the day – e.g. "AM Peak" and "PM Peak" segments – or demographic groups – e.g. "EJ population" and "Non-EJ population" segments.

Each mode and region will be repeated on the Travel page for each segment defined, and some reports likewise give data on each segment separately (as well as a total of all segments). For example, if weekday Passenger Car - Personal travel makes up only a portion of traffic on weekdays, but nearly all of travel on the weekends, a "Weekday" segment and a "Weekend" segment will allow you to both enter and track the periods separately.

Keep in mind that activity in one segment doesn't affect activity in the other, even when divided into sequential segments, such as time of the day, so that a period labeled "AM Peak" will have no effect on another labeled "PM Peak".

Regions

TREDIS defines the geographies to be analyzed as Study Regions. A project will have at a minimum one study region with a default name of Default Region.  Up to 5 Study Regions may be defined, each with a unique definition, meaning no two study regions may share the same geography. 

The first step is to identify your study regions. If you wish to have more than one, click on the blue 'Add Region' button, which will open a text field for you to enter the name of your new study region in the box labeled Region Name Then press the Add button. Repeat this process until you have all your study regions created.

To rename a study region, click on the rename link to the right of the study region name. This sets the name to edit mode allowing you to change the name.  Clicking outside the text box will save the new name. 

In a similar manner, you may delete study regions by pressing the delete link, however, you must have at least one study region.

The next step is to associate each study region with its geographies. You may select your regions by clicking on the map to select counties or custom regions, or by expanding the drop down menu just below your region's name and use the check boxes to make your selection.

If you have more than one study region, please select the first region to define by clicking on the radio button or color field to the left of that region's delete button. As you hover over a geography contained in your subscription, you will see the name of that geography shown. Clicking on a geography will also select the checkbox in the drop down menu.

Once you selected your first region, you may follow the same process to specify your other regions.

Note:  TREDIS does not allow you to assign a geography to more than one study region.

Note:  Custom Regions are predefined geographies comprised of a group of counties or zip codes, which are set up when your TREDIS subscription is created.

Once all your regions have been selected, you will need to build the economic model by clicking on the orange button, 'Build Model' to the left of the top of the map. This process will take a few moments to complete. You will see a progress indicator and once completed, the build economic model button changes to a blue button saying the 'Model Built'.

Modes

Manage Modes

Adjust Mode Factors

Time Value

Crew Cost Factor Value of time in $/hour of crew Passenger Cost Factor Value of time in $/hour of passengers, for each passenger Lease Cost Per Hour (Low, Medium, High) $/hour in lease costs for vehicles for Low, Medium or High Sensitivity goods freight Buffer Time Cost Factor Value of time cost in $/hour of buffer time Out of Vehicle Transfer Cost Factor Value of time cost in $/hour of out-of-vehicle transfers

Environmental

Grams per VMT VOC, NOX, SO2, PM 2.5 Grams per vehicle mile traveled

Fuel Consumption

Congested to Free Flow Consumption per Mile Ratio The ratio of fuel per mile consumed in congested conditions to the fuel per mile consumed in free-flow conditions. For example, a value of 2 will cause any driving in congested conditions to expend twice as much fuel. Congested Hour to Congested Mile Ratio The ratio of fuel per hour consumed in congested conditions to the fuel per mile consumed. This is the equivalent of the average miles per hour in congested conditions for this mode. Fuel Penalty for Ratio on Poor Pavement Fuel Penalty for Ratio on Poor Pavement is the ratio of the penalty value to the ordinary value. For example, a value of 2 will cause any driving on poor pavement to expend twice as much fuel. A value of 1 will mean that driving on poor pavement is identical to driving on normal pavement. Fraction of Pavement in Poor Condition can be adjusted in Travel > Other.

Occupancy

Ave Crew Members per Veh Number of crew per vehicle for transit or freight vehicles, or drivers of taxis or TNCs; drivers of passenger cars are not included in this figure. Ave Veh Occupancy Number of non-driver, non-crew passengers per vehicle; drivers of passenger cars are included in this figure. Freight US Tons per Veh Average number of Freight US Tons per vehicle

Safety

Fatalities Per 100m VMT Number of expected fatalities per 100 million vehicle miles traveled Injuries Per 100m VMT Number of expected injuries per 100 million miles traveled Crash-Involved Vehicles Per 100m VMT Number of expected crash-involved vehicles per 100 million miles traveled Vehicles per Crash Number of vehicles involved in each crash

Other Costs

Vehicle Operating Cost ($/Mile Free Flow, $/Mile Congested, $/Hour Congested or Idle) Cost of operating each vehicle per mile or hour, depending on conditions. VOC Penalty Ratio for Poor Pavement Ratio of the penalty value to the ordinary value. For example, a value of 2 will cause any driving on poor pavement to cost twice as much in vehicle operating costs as on normal pavement. A value of 1 will mean that driving on poor pavement is identical to driving on normal pavement. Fraction of Pavement in Poor Condition can be adjusted in Travel > Other. VOT Penalty Ratio Ratio of the penalty value to the ordinary value. For example, a value of 2 will cause any travel time identified or adjustment (entered in Travel Characteristics) to cost twice as much in Value of Time. A value of 1 will mean that driving on poor pavement is identical to driving on normal pavement. Fraction of Pavement in Poor Condition can be adjusted in Travel > Other. $ Per Fatality The social benefit of each averted fatality. $ Per Injury (A, B, C, O, U) The social benefit of each averted injury of the severity indicated on the KABCO scale. U means the severity is unknown. $ Per Crash-Involved Vehicle The social benefit of each averted crash-involved vehicle. Other Societal Benefits, Costs Benefits - A positive number representing other non-monetary benefits not otherwise represented, such as public health benefits of cycling. These are done on a vehicle-mile basis. Costs - A positive number representing other non-monetary costs not otherwise represented, such as noise. These are done on a vehicle-mile basis. Company Share Fractional share of TNC fare that to the company.

Logistics

Late Penalty Fraction (Low, Medium, High) Probability (0 to 1) that a late dock penalty will be assessed for Low, Medium, or High sensitivity goods for every hour of buffer time suggested by the buffer time index calculation. Inventory Cost Multiplier (Low, Medium, High) Multiple applied to the cost of goods for Low, Medium, or High sensitivity goods in order to estimate the other logistics and supply chain costs of unreliability beyond equipment costs, inventory carrying costs, and dock penalties. These other logistics costs are calibrated to follow NCHRP 824 and 925 but include variation by commodity. Late Dock Penalty Average penalty assessed when a shipment arrives late at its destination to cover dock workers time and other supply chain costs that are incurred at the facility and passed on to the shipper or receiver.

Costs

Users will often want to enter data to reflect one-time construction or improvement costs, as well as on-going costs associated with operations and maintenance of facilities. The Costs screen is where this data is entered.

Conceptually, the label "costs" reflects the use of these inputs in the Benefit-Cost Analysis, where the inputs are used in proportion to benefits, but keep in mind that for Economic Impact Analysis, costs are treated as spending that boosts economic activity.

TREDIS has two views of costs: Basic and Advanced.

Costs are defined by year, region, and facility. Each mode is associated with a facility. TREDIS differentiates the following facilities: Road, Passenger Rail, Freight Rail, Air and Marine.

The facilities available for input depend on the modes and purposes selected in the Modes Facility Based screen.

Basic View

TREDIS allows entries for Road, Rail, Air, and Marine facilities, showing only those that are applicable to the modes selected on the Modes screen.

Note that all inputs are in millions. (The constant dollar year is set on the Timing screen.)

You can export the basic costs table to a spreadsheet and use the cut/copy/and paste functions to aid in your data entry.

The Save button will turn orange to remind you to click it if you make any changes. Red ticks on the boxes indicate values that have changed since the last change.

The following picture shows the Facility Based Project Cost screen for a two region model. This example is based on a rail project so only the Rail facility is shown. (Note: the Facility Based Project is the same as the standard project type in prior TREDIS versions.)

Basic Costs - Facility Based Project

This next picture shows the O-D Based Project Type, also for a two region model. It should be noted that in this project there is a third region added called External to handle project costs outside the two main regions. This project only deals with trucks so only the Road facility is active.

Basic Costs - O-D Based Project

Total Construction Costs

Each line for Total Construction Costs indicates the cost of the entire project’s investment, to be spread across all construction years (as designated in the Timing screen). The entire sum of the project investment (within the region and facility) is expressed in a single sum and represents a one-time total.

Annual Oper & Maint Costs

Each line for Annual Operations and Maintenance Costs indicates costs that recur annually, whether for maintaining infrastructure, operating services, or other. These recur over every year in the Operations Years in the Timing screen.

GO TO ADVANCED	The blue Go To Advanced button next to the Save button will open the Advanced view of the Costs screen.
Cost & Revenue Sharing	Click this button to open the Cost & Revenue Sharing window and allocate costs and revenue between public and/or private entities.
Useful Life Settings	Click this button to open the Useful Life Settings and change the useful life span of facilities for your project.
Quantities and Unit Costs	Click this button to open the Quantities and Unit Costs window.

Advanced Costs

Capital Costs Categories

Operational Cost Categories

Cost and Revenue Sharing

The Cost and Revenue Sharing screen allows you to specify how project costs and revenue are distributed between public and private agencies or organizations. For each type of project cost or revenue, the table shows the derived amount (if applicable), then provides input variables to assign the share of the value on a fractional basis, between the public sector and the private sector.

Project Costs

• Capital Costs ($m total for Construction Period) - the cost amount shown is derived from the Start-up Cost Component input table
• Operations Costs ($m/yr for Operations Period) - the amount shown is derived from the Annual Cost Components input table
• Maintenance Costs ($m/yr for Operations Period) - the amount shown is derived from the Annual Cost Components input table
• Lease/Contract Costs ($m/yr for Operations Period) - the cost incurred by the public or private agency to run the facility (the amount should be entered alongside the fractions public and private).

Project Revenues

• Toll Revenues ($m for Analysis Year) - the revenue amount is derived from the Travel Demand Characteristics input table
• Lease/Contract Revenues ($m/yr for Operations Period) - the revenue amount should be entered alongside the fraction public and private

Note:  All values should be in terms of millions of dollars (or local currency), leaving out the currency symbol.

Note that, as with cost tables, inputs for the cost and revenue sharing table are specified for all Alternatives (including no-build). The ultimate metrics (return on investment, payback period) are based on the net differences between costs and revenues for the case build vs. no-build.

You can export the basic costs table to a spreadsheet and use the cut/copy/and paste functions to aid in your data entry.

The Save button will turn Orange to remind you to click it if you make any changes.

Useful Life Settings

Quantities and Unit Costs

The Quantities and Unit Costs window allows an alternate way to enter capital costs for Construction Years. Once these are entered, if any costs or units are not zero, all capital costs in Construction Year are taken from this window.

Once entered, total costs are distributed to appropriate categories across all construction years, and on the primary Costs page, the appropriate cells are greyed out (indicating they can’t be manually edited) and a notice at the top left indicates that Quantities and Unit Costs are being used for Construction capital costs.

You can revert to manual entry by returning to the Quantities and Unit Costs window and clicking Clear All Unit Costs.

Travel Characteristics

The travel demand characteristics table contains all the variables describing the quantity and quality of travel for each Study Region, Study Period, and Mode/Purpose for all Alternatives.
 

Required Inputs	Used to identify the number of vehicle (and in the case of transit modes, passenger) trips, distance traveled, and hours traveled.
Occupancy	Use this tab to view and/or change the number of passengers, crew, and freight per vehicle.
Congestion and Flow	This tab is used to adjust the trip congestion parameters and to specify the fraction of trips based on origin and destinations
Fuel	View and/or update federal and state/local fuel taxes.
Charges, Fees, Tolls	View and/or update fees and toll charges per vehicle or passenger.
Other	View and/or update crash rates and adjustments.

Travel data is entered into the multi-tab entry form, pre-populated with default values for a specific year as shown in the upper left corner of the figure. 

The system starts with the current year to describe the current travel characteristics and then using the drop down menu, you select one or more additional years to enter travel data.  TREDIS needs at least two years specified and will interpolate or extrapolate values for years in which data is not provided.  TREDIS shows all years as bold for which data is provided.

Note: To delete entries for an entire year, select that year in the drop down menu and then press the symbol.

TREDIS allows you to adjust the commodity mix details by industry.  Click the button shown at the bottom of the screen to open a window where you may enter the values of the commodities as applied to each of the modes included in your project.

For advanced users who wish to enter the cost values directly into TREDIS, use the link at the bottom of the screen below the Commodity Mix Button to Set to Override Mode.

Remember to press the save button prior to leaving this screen.

Overview of Facility-Based vs. O-D Based Projects

In the Project page, when a project is first created, its Travel Analysis Type is set as either Facility Based or O-D Based.

In Facility Based projects, all fields on the tabs in the Travel page – starting with the Required Inputs such as vehicle trips, miles, and hours of travel -- are entered by Region. The proportions that are internal, incoming, outgoing, and through are indicated on the Congestion and Flow tab. In the picture, travel is entered for Boston Region and, separately, for Springfield.

Travel – Facility Based Project

In contrast, in O-D Based projects, all fields on the tabs in the Travel page, including data on trips, miles and hours of travel, are entered on rows where each row is a combination of Regions, with a separate row for each combination of From Region and To Region. External in this case is counted as a Region in addition to any Regions defined on earlier on the Regions page.

Travel – O-D Based Project

Travel Characteristics - Required Inputs Tab

The first tab is used to identify the number of vehicle (and in the case of transit modes, passenger) trips, distance traveled, and hours traveled.
 

Period Veh-Trips	This variable tells TREDIS how many trips are made by each type of vehicle (mode) per study region, period, purpose, and alternative.  If the Project has only one Period, then this variable is interpreted as annual trips. If multiple Periods are included, then for a single region/purpose/alternative, all periods should sum to annual trips on the facility or network. As such, daily travel figures need to be appropriately scaled. For example, convert "average weekday" values to annual values by multiplying them by 260 (52 weeks x 5 days/week).
Period VMT	This variable tells TREDIS the total distance travelled for the vehicle (mode) per study region, period, purpose, and alternative.  It is used to calculate parameters that are distance dependent such as accident costs, vehicle operating costs and environmental costs.  As with Trips, VMT should be annualized so that for a single study region, and all periods should sum to annual VMT.
Period VHT	Similarly, TREDIS uses this variable to calculate passenger time cost, crew time cost, and freight time cost. It can also be used to calculate vehicle operating costs, depending on how vehicle cost factors have been entered.
Transit Passenger Trips	In a similar manner to vehicle trips, this field is used for transit modes to enter the annual number of passenger trips.
Transit Passenger Miles	TREDIS uses this field for the annual distance travelled by all passengers. This value is related to the vehicle distance travelled multiplied by the average occupancy rate of the vehicle.
Transit Passenger Hours	Similar to the distance travelled, this field contains the time spent by each passenger annually.
Out of Vehicle Passenger Time	Enter the wait or connection time for the mode for an annualized passenger perspective.

The follow fields are unique to the O-D Based projects and do not appear in the Facility Based Projects replacing the Region field:

From Region	The origin region of the trips
To Region	The destination region of the trips

Fraction Congested is used to estimate how much vehicles are subject to extra costs from travelling in congested conditions, such as operating costs (e.g., wear-and-tear on brakes) and reduced fuel efficiency (from start-and-stop conditions). Buffer Time is used to calculate how much time is added to trips to account for unreliability. Unreliable travel times cause travelers to make early departures to buffer against potential delay. The remaining inputs on the Preferences screen are used to running the analyses and will be discussed on the Run Analysis section..

Travel Characteristics - Fuel Tab

TREDIS includes federal and state fuel tax rates for various fuel types (gasoline, diesel, etc.) which may be overwritten as needed. Additionally, fuel efficiency can be changed.


 

Fuel Type	This field identifies the fuel type for each mode: Gasoline, Diesel, Electric, Aviation Fuel, Marine Fuel, or none (for bicycles and pedestrians). This field cannot be changed but shows the relevant fuel type for subsequent fields.
Fuel Cost	This field is prepopulated with the cost for the fuel type shown, depending on the study region state. It includes both state and federal fuel taxes, which are shown in their respective columns in this table. The user may change fuel costs, but if the cost changes are due to changes in federal and/or state fuel taxes, then those values also need to be adjusted.
Federal Fuel Tax	The federal fuel tax is initially set to the current per gallon (or other unit of measure as appropriate for your country) and may be changed as desired.  Defaults are provided for the different fuel types (gas, diesel, aviation fuel, etc.)
State Fuel Tax	In a similar manner to federal fuel tax, this field allows you to override the state fuel tax rates.
Fuel Per Mile	This is the fuel used per mile, in whatever units are appropriate for the Fuel Type, most typically gallons of gasoline for Fuel Type of Gasoline.

Travel Characteristics - Charges, Fees, Tolls Tab

This tab is used to view and change various fees, taxes, and tolls on an average per vehicle basis.  


 

Charge per Veh Mile	Average vehicle fees on a per mile basis, such as road user charges or mileage-based user fee.
Charges per Veh Trip	Average vehicle tolls and fees on a per trip basis. For transit modes, these tolls are assumed to be passed on directly to the passenger (and thus paid by the passenger as though it were a fee in addition to regular fares). If these charges would be paid by the agency to a road operator, rather than by the traveler to the road operator, they should not be recorded in Travel, but be included in the Costs screen inputs as part of the operating expenses of the mode.
Charge Per Pass Trip	Average passenger fees per trip, such as for bus or train fares.
Charge Per Pass Mile	Average passenger per-mile fees, such as fares paid to some TNCs, taxis, and other on-demand transportation. Remember to press the save button prior to leaving this screen.

Travel Characteristics - Other Tab

This tab is for safety incidents – fatalities, injuries, and vehicles associated with crashes – and adjustments.

 

Fatality Accidents per 100m VMT	This field contains the default number of fatal accidents estimated for each 100 million miles (or appropriate unit of measure for your country) travelled
Personal Injury Accidents per 100m VMT	Similarly, this field contains the default number of personal injury accidents estimated for each 100 million miles (or appropriate unit of measure for your country) travelled
Crash-Involved Vehicles per 100m VMT	Number of crashes per 100 million vehicle miles travelled. This is only available when the Crash Entry Method (in the Preferences window) is set to Crash-Involved Vehicles.
Crashes per 100m VMT	Number of crashes per 100 million vehicle miles travelled. This is only available when the Crash Entry Method (in the Preferences window) is set to Crashes.
Fraction of Pavement in Poor Condition	Fraction (0 to 1) of the road facility that is in "poor" condition. Penalty ratios associated with poor pavement can be adjusted in Modes > Adjust Mode Factors > Fuel Consumption and Modes > Adjust Mode Factors > Other Cost.
Fraction of Hours Traveled with Adjusted VOT	Fraction (0 to 1) of travel time whose value of time needs to be adjusted (depending on the mode, vehicle hours or in-vehicle passenger hours). The penalty ratio can be adjusted in Modes > Adjust Mode Factors > Fuel Consumption and Modes > Adjust Mode Factors > Other Cost.

Remember to press the save button prior to leaving this screen.

Travel Characteristics - Travel Cost Override

TREDIS is flexible, allowing you to use your own travel cost values instead of using the values that TREDIS can calculate for you. This is an option for users with more comprehensive travel demand models.

This option is not available for O-D Based Projects.

When you click the 'Set to Override Mode' at the bottom of the screen to set the system for Override Mode, you will see a warning message telling you that your Travel Inputs are no longer being used.

Travel Cost fields:

Passenger Cost	Total costs due to travelling passengers
Crew Cost	Total Crew costs (drivers and other workers)
Freight Cost	Total cost of moving of freight
Reliability Cost	Total cost of reliability
Veh Operating Cost	Total vehicle operating costs
Toll Cost	Total of all tolls incurred for this mode
Safety Cost	Total cost of safety
Environmental Cost	Total cost of emissions

Remember to press the save button prior to leaving this screen.

Travel Flow fields:

Fraction of Trips: Internal	Internal Trips begin and end within the study region
Fraction of Trips: Incoming	Incoming trips begin outside the study region and have their destination in the study region
Fraction of Trips: Outgoing	Outgoing trips are essentially exports from the study region, originating within and terminating externally
Fraction of Trips: Through	Through trips have both their origin and destinations outside the study region with the vehicles passing through

Remember to press the save button prior to leaving this screen.

Travel Characteristics - Import Travel Data

If you want to load your travel data using a spreadsheet, click on the 'Import Travel Data' button which opens a window that contains a link for downloading a template populated with your project name, earliest operations year, alternatives, region name(s), and modes and purposes.

Use this template to enter travel data for the years you have data. Make sure the worksheet (tab) is labeled "Travel Demand Characteristics".

Once you have your data ready, click on the browse button to select your file, and then click the upload button. Your data for all years contained in the spreadsheet will be loaded into the system.

Remember that there must be a tab in the spreadsheet named "Travel Demand Characteristics" and do not add, delete, or reorder the spreadsheet columns.

Travel Characteristics - Freight Logistics

The Freight Logistics button opens a window for editing commodity values. For more information on Freight Logistics, click here.

Travel Characteristics - Diagnostics

The Diagnostics page gives you a quick way to check the logic of your model. For many projects, for example, it’s assumed that building the project will increase speeds for facility users. The travel characteristics input into the Travel screen may not reflect that, though, and the Diagnostics page allows you to affirm that the basic dynamics of difference between your base and project alternatives are what you expect them to be.

Changes by Year

Available for Facility Based and O-D Based projects. Changes by year for trips, miles per trip, and speed.

Time Series

Available for O-D Based projects.

Note that, on this page, all changes are calculated as Project value minus Base value, unlike the reports under the Results page. This is because it’s more intuitive to highlight increases as positives here, especially improvements in speed.

One ton moving 1 mile is equal to 1 "ton-trip."

Time Series

Available for O-D Based projects.

In the top half of the Time Series tab, Change in Passenger and Ton Hours Over Time, see the graph for total changes in Passenger and Ton Hours, summed by Purpose. Toggle whether purposes are shown by clicking on the purpose label at right in the legend.

In the bottom table, Regional Activity, you can see the total change by Origin and again by Destination. (Notice that both the Origin and Destination sections constitute the total universe of trips, so they cannot be added together, as this will double count all trips.)

The year can be changed using the Data Year drop-down at top left.

Origin-Destination Flows

The Origin-Destination Freight and Origin-Destination Passenger tabs show representations of ton-hours or passenger hours saved by direction of flow, with the origin region to the left and the destination right. Blue lines represent net savings (hours in project alternative are less than in base) and red line represent net increase (hours in project alternative are higher than in base).

Hovering with your cursor over a line shows a pop-up detailing the project, base, and change values for the line, as in the figure.

The Data Year is selected in the drop-down at top left.

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Travel Characteristics - Trip Balancing

Overview and Context

When the total passenger trips for a given purpose rise between the Base and Project alternative, they are said to need "balancing" to indicate to TREDIS what portion of trips are induced by favorable transportation conditions.

"In-Model" trips represent trips that were undertaken in the Base alternative as well as the Project alternative, and which are assumed to have the same value for the people undertaking them.

"Induced" trips represent new trips undertaken in the Project alternative because travelers found new travel conditions that made a journey worthwhile when they were not in the Base alternative.

TREDIS assumes that the economic conditions are the same in any tested alternatives for a single scenario, so a different level of population and employment should not be the cause of trip "imbalance."

In some cases, a change in the number of trips between Base and Project alternatives is represented by in-model changes or a change in what inputs represent.

For example, if journeys made as one trip in the Base alternative are reported as two in the Project alternative – for instance, if a single bus trip now includes a transfer – the difference in the number of trips should be considered "in-model" because they don’t represent new journeys.

Another case where differences might be in-model are in mode switching. If some percentage of commuters that drive have switched to bus, the number of bus passenger trips is likely to have risen, but the difference is "in-model" since only the mode has changed.

Induced trips are journeys that were not available or feasible in the Base alternative. For example, if highway speeds have improved due to an additional lane in the Project alternative, more trips may be undertaken versus the number in the Base alternative because of the marginal cost in time.

Differences in trip counts due to technical constraints in a microsimulation model should be handled before TREDIS rather than by the Trip Balancing window.

The Trip Balancing Window

To launch the Trip Balancing window, click on the Trip Balancing button at the bottom of the Travel screen (see Figure 1 below).

The Travel screen in Figure 1 shows increases in total trips between the Base alternative and the Project alternative. The occupancy rates (on the following tab) for all modes and purposes have been set to 1.0 to simplify the example, so that vehicle trips are equal to person trips.

The Trip Balancing button is orange because it needs attention.

Figure 1: Travel Screen

In Figure 1, the number of Business trips rises from the Base alternative to the Project alternative by a total of 500. Dividing by the number of Base alternative Business trips, TREDIS finds a 0.5 percent increase (500/10,000). Though there are two modes used for Commute – Electric Car and Passenger Car – they are considered together for purposes of Commute travel, which in total rises 1 percent (change in total commute trips divided by over total commute trips in Base alternative, or 100,000/10,000,000), while total Personal travel has risen by 2 percent.

In Figure 2, "50%" in the Overall % Induced column has been entered by the user to indicate that half of new traffic – any increase, regardless of purpose – is considered induced. This will be applied to each of the four modes shown in the other columns during Run Results.

Figure 2: Trip Balancing Overview

Figure 3 shows how, by toggling to Override by Purpose, the induced percentage can be set separately by year for each purpose (Business, Commute, Personal, and Freight), though in this case there is only 1 year.

Figure 3: : Override by Purpose

By selecting Detailed Yearly Override, you may reach the screen in Figure 4 showing the System Wide Imbalance tab, to see differences by region and period.

Figure 4: Detailed Yearly Override

In Figure 5, the Regional Imbalance Adjustments subtab opens a table where the percentage of induced activity can be set by purpose, by year, by region and by period (the most granular input structure).

Figure 5: Regional Imbalance Adjustments

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Travel Characteristics - Freight Logistics

The Freight Logistics button opens a window for editing commodity mixes, commodity valuation, and key cost factors. Access this functionality by clicking the Freight Logistics button at the bottom of the Travel screen:

Figure 1: Accessing Freight Logistics

Commodity Mixes

On the Commodity Mixes tab, you can edit the commodity mix for your region across four different directions of travel. Use the dropdown in the top left of the window to toggle between Internal, Incoming, Outgoing, and Through traffic.

Figure 2: Commodity Mixes

Commodity Valuation

On the Commodity Valuation tab, you can edit the time sensitivity of different commodities if you’d like to apply different assumptions than the TREDIS defaults.

Inventory Carrying Cost	The $ per ton-hour of holding the inventory due to delays built into their scheduling and late docking fees applied because of trip scheduling
Logistics Reliability Cost	The $ per ton-hour of shipments that need to have buffer time
Logistics Delay Cost	The $ per ton-hour of logistics due to delays

Figure 3: Commodity Valuation

Costs Summary

Key cost factors are summarized here by mode using the commodity mix for the region for the direction in the drop-down at top left. This data can be used to trace results in the Cost Savings by Type report (in the Tracing/Validation group).

Figure 4: Cost Summary

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Travel Characteristics – Safety Incident Counts

On the Other tab, users have the option of entering the rates of incidents – fatalities, injuries and crashes – per 100 vehicle miles travelled. There is an alternate way to enter directly these not as rates but as simple counts.

To access the count view, complete all other data inputs on the Travel page, including entering data for each year you have it for. This ensures that the Safety Incident Counts window will allow you to enter incident counts for those years.

To open the window, click the Enter Safety Incident Counts button.

Basic Safety Incident Counts

On the resulting Basic Safety Incidents Counts window, you can enter incident counts for KABCO severity of fatalities (or "K") and injuries ("A", "B", "C", and "O") where severity counts are known, for each alternative, region, and segment combination. Additionally, you may enter counts for severity "U" when injuries are estimated or observed but where the severity is unknown.

Depending on how you have set the Crash Entry Method in the Preferences window, either the Crash-Involved Vehicles or Crashes column will be available for input.

After clicking Save for any data entered, clicking the Go To Advanced button will take this data and attribute data to specific mode-purpose combinations and open the Advanced Safety Incidents Counts window.

Clicking Discard Counts and Use Incident Rates will discard the data entirely.

If you simply click Close, you will return to the Travel page and the project will use these Basic Incident Safety Counts unless you return to this window and click Discard Counts or Go To Advanced.

Advanced Safety Incident Counts

The Advanced Safety Incident Counts window is very similar to the Basic Safety Incident Counts window, but allows you to adjust counts for individual mode-purpose combinations where they are known. When first deployed, the window will pre-populate the counts based on any data entered in the Basic Safety Incident Counts window and the underlying Incident Rates that are given on the Travel page.

After clicking Save for any data entered, clicking the Go To Basic button to discard any Advanced Data entered and return to using the Basic Safety Incident Counts.

Clicking Discard Counts and Use Incident Rates will discard the data for both Basic and Advanced and return to using the default Incident Rates provided in the Travel page.

If you simply click Close, you will return to the Travel page and the project will use these Advanced Incident Safety Counts unless you return to this window and click Discard Counts or Go To Basic.

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Market Access

Intercity Market Access

What is Market Access? When is it Relevant?
The primary benefits of transportation investments are expressed in terms of time, cost and/or safety moving between trip origins and destinations. However, there can be wider economic benefits when businesses gain access to broader labor, customer and/or supplier markets. (These effects increase productivity through "agglomeration economies" by increasing scale economies of production, matching of specialized worker skills to business needs or matching of specialized business products or services to customer needs.) TREDIS is unique in recognizing three spatial ranges of market access effects.

• Local market access focuses on urban-scale labor markets and consumer markets – which largely occur within a travel time range of up to one hour each way.
• Regional market access focuses on same-day freight deliveries and same-day tourism – which largely occur within ranges of up to three hours* each way. It can also generate "mega-region economic integration" benefits by connecting regions that have complementary industries.
• Intermodal connectivity focuses on the ability to access airports, rail terminals, and marine ports – which are gateways to even broader national and international markets for people and freight.

TREDIS recognizes research showing local market effects decay over a 40-60 minute range, while regional market effects decay over a 2 - 4 hour range.

Not all projects or programs will have market access benefits. In general, they occur when there is a new or substantially improved network connection between population and business centers, or expanded modal options, or a shift to higher density development. Use the test below to see if any of these conditions apply. A typical corridor project will address at most just one or two of these categories.

Access Test: Check box if any of these situations apply for your proposed project or program

Anticipated access change	Check if applicable
Local access: A corridor investment will connect a city to outlying areas, increasing the population within commuting range of the city and vice versa (connecting at least 15,000 people in outlying areas).
Regional access: A corridor investment will enlarge the same-day travel and delivery market surrounding an employment center (adding at least 20,000 population or a business base of over 10,000 workers to that market).
Air terminal connectivity: A corridor investment will shorten average travel time from a city to a major airport (by at least 15 minutes).
Freight rail terminal connectivity: A corridor investment will shorten average travel time from a city to a TOFC/COFC terminal (by at least 10%).
Passenger rail terminal connectivity: A corridor investment will shorten average travel time to an intercity rail terminal (by at least 15 minutes).
Marine port connectivity: A corridor investment will shorten average travel time from a city to a major marine port (by at least 10% minutes).
Statewide or Areawide Plan: A program will expand access to public transportation access (ridership increase >10%), or provide incentive for denser development or reduced congestion (resulting in >10% increase in employment within 60 minutes)

If at least one of the rows is checked in the preceding test, then proceed to the three steps described below. (step 1) define study regions as appropriate to capture connectivity changes, (step 2) define spatial links between regions, and the associated cities and intermodal terminals being connected, (3) input information on the extent to which local, regional or intermodal access will be expanded. The third step will normally require a highway network model to calculate changes in travel times and zones accessible within various travel time thresholds.

Step 1: Define Study Regions. Make sure study regions are appropriately defined to capture market access gains. This depends on the type of analysis; either: (A) corridor project or (B) statewide plan.

1. Corridor Project. To fully capture market access gains for a highway or rail corridor project, it is necessary to define the regions that will be connected and thus gain expanded access. This is illustrated by the graphic below, which show major endpoint regions being connected (A, C), plus intermediate locations of smaller communities (1, 2 B) that stand to benefit from enhanced links to the major cities. At least two regions are required to cover endpoint areas but it is desirable to include additional regions to also identify intermediate areas of access benefit. (The spatial linkages between these regions will be designated in step 2.) Note: it is possible to model corridor accessibility gains for a single region, though in that case there will be no distinction between the endpoints and intermediate areas, so opportunities for mega-region economic integration will not be identified.
   
   
   
   
   
   
2. Statewide Plan. For a statewide transportation plan, it is usually desirable to have regions reflecting DOT districts or an equivalent concept which will allow impacts of improving access for rural, isolated parts of the state to be analyzed separately from those occurring in the highly populated, better-connected areas. Note that statewide transportation plans may involve generalized statewide policies or programs that do not involve major new corridor investments, though they can still expand market access. Examples include policies such as statewide enhancement of transit service for rural areas or land use policies to encourage higher density population clusters to develop. If the plan also includes improvements in inter-regional corridors, that can also be recognized in step 2.

Step 2: Define Regional Access Linkages. The "regional access definition" tab reveals an input screen in which to specify the inter-region and intermodal connections being affected. The form is shown below. It shows a map of the regions defined in step 1 (lower left corner), and a form (upper left corner) to input information on the region being linked, key city and intermodal terminal connections. These selections are mapped on the right side.

Note that the input form defining regional connections is pre-populated with default choices, but the analyst one can change them as explained in the text that follows.

A pull-down menu enables you to select each of the regions, and see the current assumption for its key city and closest major airport, freight rail terminal, passenger rail terminal, and marine port. All of these assumptions can be changed as described below.

• Major City. For each selected region, the form shows the (city) location from which local market access, regional market access, and intermodal market connectivity are measured. If the region is a single county, it will show the most populous city in that county. If the region is comprised of multiple counties, the form will show the most populous city within the most populous county of that region, with a pulldown menu that allows the analyst to switch to other cities within other counties of the region if desired. If the analysis is for a multi-county corridor, this selection should correspond to the largest city within each region that is being connected by the corridor project.
• Linked Region (only matters if Access Test #2 is checked). As long as there is a corridor improvement that spans multiple regions, the analyst will need to identify how each region will be connected to another regions with either a larger economy or one with complementary industries, to enable "mega-region economic integration" benefits. Using the prior graphic example, the major endpoints A and C will be linked with each other. Among intermediate areas, 1 will be most directly linked to A, 2 will be most directly linked to C, and the analyst may make Region B most directly linked to either A or B (whichever is larger).
  
  
  
  
  
  Note: Then the linked region entry can remain blank if the analysis is for a local project within a single region (Access Test #1 is checked) or it is for a statewide plan with no major corridor improvement (Access Test #7 is checked). In those cases, the economic model will default to existing spatial economic relationships and assume that no impact on "mega region economic integration".
• Airport (only matters if Access Test #3 is checked). For each selected region, this shows the (medium- large) airport that is closest to the most populous city in the most populous county in the region, along with a pulldown showing other airports close to counties within the region. If the proposed project or plan involves improving connectivity to any of those airports instead of the default choice, the analyst should switch to the applicable other airport.
• Freight Rail Container Terminal (only matters if Access Test #4 is checked). This indicates the intermodal TOFC/COFC freight rail terminal that is closest to the most populous city in the most populous county in the region, along with a pulldown showing other intermodal TOFC/COFC terminals close to counties within the region. This only matters if box If the proposed project or plan involves improving connectivity to any of those other freight rail terminals instead of the default choice, the analyst should switch to the applicable other intermodal freight terminal.
• Passenger Rail Terminal (only matters if Access Test #5 is checked). This indicates the passenger rail terminal that is closest to the most populous city in the most populous county in the region, along with a pulldown showing other passenger rail terminals serving counties within the region. If the proposed project or plan involves improving connectivity to any of those other terminals instead of the default choice, the analyst should switch to the applicable other passenger terminal.
• Marine Port (only matters if Access Test #6 is checked). This indicates the marine port that is closest to the most populous city in the most populous county in the region, along with a pulldown showing other ports serving counties within the region. If the proposed project or plan involves improving connectivity to any of those other ports, the analyst should switch to the applicable other port.

Step 3: Input Changes in Market Access. The "inputs" tab reveals a form for the analyst to enter access characteristics for each region, under both a base case scenario and a project/program implementation scenario. The required data is explained below.

• All measures are based on highway network data for road (car/truck/bus) travel times.
• The Local Market and Regional Market access measures normally requires a network simulation model, utilizing skim trees to identify all traffic zones (and their associated population or employment base) reachable within various time thresholds from each zone’s designated city/ town center. This designated city/town was identified in step 2. (There are multiple time bands to enable impact decay functions, whereby local market access effects decay over a 40-60 minute range, while regional market access effects decay over a 2-4 hour range. See documentation for published research supporting these decay patterns.)
• The Access Time to airport, rail terminals and marine ports are normally calculated by a highway network model to calculate the shortest time path from each zone’s designated city/ town center to the designated terminal (identified in step 2).
• Important Note: TREDIS automatically fills in values for the Base Case scenario, though the analyst may substitute their own base case inputs as desired. Inputs for the Project/ Program Implementation scenario should match the Base Case except where changes are to be expected. In other words,
  • Local Market inputs should only change when Access Test #1 or #7 is checked.
  • Regional Market inputs should only change when Access Test #2 of #7 is checked.
  • Air terminal connectivity should only change when Access Test #3 is checked.
  • Freight Rail terminal connectivity should only change when Access Test #4 is checked.
  • Passenger Rail terminal connectivity should only change when Access Test #5 is checked.
  • Marine Port terminal connectivity should only change when Access Test #6 is checked.
  
  
  

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Results

Before running your analysis to generate results, please review the default settings and make adjustments as desired. Note, the analysis takes a few moments to run.  TREDIS saves your results and will show them without needing to run the analysis again unless you change a value in the settings on this screen or go back to your project and change other inputs.
 
After running your analysis, there are additional settings for running Freight Projects. Please view the TREDIS for Transearch or vFreight Help pages for setting up and running the appropriate Freight Analyses.

The results navigation bar allows you to switch between report categories or go back to settings to change the parameters used in the analysis.

Description of Results Tabs

	The Settings tab allows for defining the analysis parameters and running the analysis.
Summary	The Summary tab presents a graphical snapshot of your project results.
Economic Impact	The Economic Impact tab provides details on the jobs, wages, business output, and value showing the economic impact as a result of your project.
Benefit - Cost	The Benefit-Cost tab provides details on the present value of the benefits and costs, benefit-cost ratios, environmental factors, performance metrics and the grant report for use in completing TIGER applications.
Financial Impact	The Financial Impact tab contains information on tax impacts, cost & revenue sharing, and investment return analyses.
Tracing/Validation	The Tracing and Validation tab provides details supporting the other reports in the system.
Freight	For accounts with one of the freight options, this tab will provide analysis results. To view the help for these options - click on one of the following two links: Transearch Freight option vFreight option

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Results - Settings

Before running your analysis to generate results, please review the default settings and make adjustments as desired. Note, the analysis takes a few moments to run. TREDIS saves your results and will show them without needing to run the analysis again unless you change a value in the settings on this screen or go back to your project and change other inputs.

After running your analysis, there are additional settings for running Freight Projects. Please view the TREDIS with Transearch or TREDIS with vFreight Help pages for setting up and running the appropriate Freight Analyses. The results navigation bar allows you to switch between report categories or go back to settings to change the parameters used in the analysis.

Review and if desired change the default settings for running your analysis, then press the Run Analysis button. Anytime you make a chance to the settings or any inputs on the prior screens, you will need to rerun your analysis. Once finished, you are brought to the Summary screen.

 

Settings

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Interpolation Method	This feature is used when TREDIS needs to compute travel characteristics values for year in which no user input is provided. The user may select from the dropdown menu using Compound Annual Growth rate or a straight line growth rate.
Charge Interpolation	Select whether to use the selected interpolation method for charges entered in the Travel screen or not use any interpolation (step function of charges).
Depreciation Type	Users may select whether to use a One-Time Project level depreciation method, where depreciation is computed for all project costs at once, or taking depreciation as an Annual Program, computing depreciation for each investment separately.
B/C Perspective	Select your analysis perspective: by Study Region or at a National level.
Safety Economic Impact	Select Include if you want the Economic Impact Analysis to include impacts from changes in Safety, or Exclude otherwise. (The impacts from Safety are calculated separately from Safety benefits as reported in the Benefit-Cost Analysis, which are always reported.)

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Revert Settings	Resets the change made in the settings so the analysis will not need to be run again.
Costs of Emissions by Year	Opens a window allowing the update of default emissions costs for the project by the emissions type by year.

Once you have selected your settings, press the Run Analysis button.  A popup indicator will appear to let you monitor the analysis progress.  The process will take a few moments, but once completed you will be able to select from the various tabs and quickly see your results. 

The first screen shown after the analysis is completed, is the summary tab which presents a story of what changes were made to the transportation system and how they impact the economy.

Freight Analysis - Settings - Using Transearch

Running Freight projects involves two steps. The first deals with analyzing the economic, benefit cost, and financial impacts, along with the tracing and validation results. After this analysis has been completed, the Freight Analysis is run to provide access to the freight results using the Transearch^(R).

Before running your analysis to generate results, please review the default settings and make adjustments as desired. Note, the analysis takes a few moments to run.  TREDIS saves your results and will show them without needing to run the analysis again unless you change a value in the settings on this screen or go back to your project and change other inputs.
 

For help on the standard settings, please refer to the help screen for settings by clicking on the gear icon:

 

Area Type for Transearch commodity mix selection

TREDIS needs to know if you are analyzing at the region, truck route, or rail route level when assigning the commodity mix to the project.

Once you have selected your settings, press the Run Analysis button.  A popup indicator will appear to let you monitor the analysis progress.  The process will take a few minutes, but once completed you will be able to select from the various tabs and quickly see your results. 

The first screen shown after the analysis is completed, is the summary tab which presents a story of what changes were made to the transportation system and how they impact the economy:

View results or Run Freight analysis

Freight Analysis - Settings - Using vFreight

Running Freight projects involves two steps. The first deals with analyzing the economic, benefit cost, and financial impacts, along with the tracing and validation results. After this analysis has been completed, the Freight Analysis is run to provide access to the freight results using the vFreight data.

Before running your analysis to generate results, please review the default settings and make adjustments as desired. Note, the analysis takes a few moments to run.  TREDIS saves your results and will show them without needing to run the analysis again unless you change a value in the settings on this screen or go back to your project and change other inputs.
 

For help on the standard settings, please refer to the help screen for settings by clicking on the gear icon:

Once you have selected your settings, press the Run Analysis button.  A popup indicator will appear to let you monitor the analysis progress.  The process will take a few minutes, but once completed you will be able to select from the various tabs and quickly see your results. 

The first screen shown after the analysis is completed, is the summary tab which presents a story of what changes were made to the transportation system and how they impact the economy:

View results or Run Freight analysis

Results Summary

Results - Economic Impact

Total by Industry

Total by Occupation

Quality of Jobs

Productivity

• Direct Productivity Impact displays millions of dollars of net revenue change.
• Total Labor Productivity is defined as Value Added per worker.
• Total Labor Productivity Relative to US Average compares these figures to national trends.

Competitiveness

Supply/Demand

• Demand (Gross Purchases) shows a total, the amount produced and consumed with the region, and the portion of the total imported.
• Production (Gross Sales) shows a total, the amount produced and consumed with the region, and the portion of the total imported.

Pop / Labor

• Labor Statistics is base information about jobs, labor force, and wages.
• Population Statistics is base demographics about population and households.
• Building Occupancy Needs shows the change (Alternative – Base Case) in multiple categories.

Results - Benefit-Cost

Graphics

The Benefit-Cost tab starts on the Graphics sub-tab, which shows a chart for the different components of the Benefit-Cost analysis.

The Graphics and Benefit-Cost tabs present three different groupings of benefits with the Societal benefit encompassing total benefits. The following sections explain the benefit groupings and their components in detail.
 

Traveler Benefit

Traveler Benefit represents benefits to travelers and the businesses that employee them. It is the most narrowly focused of the 3 types of benefit tabulations.

• Business Time & Reliability Cost
• Value of Personal Time & Reliability
• Consumer Surplus
• Vehicle Operating Costs
• Safety Costs

User Benefit

User Benefit represents benefits to travelers (and their employers) but also includes Logistics Costs, which represent the cost of managing freight.

Societal Benefit

The Societal Benefit tabulation includes all of the traveler and user benefits, but also incorporates externalities. The full list of categories considered is as follows:

• Business Time & Reliability Cost (from Traveler Benefit)
• Value of Personal Time & Reliability (from Traveler Benefit)
• Consumer Surplus (from Traveler Benefit)
• Vehicle Operating Costs (from Traveler Benefit)
• Safety Costs (from Traveler Benefit)
• Logistics Costs (from User Benefit)
• Business Productivity (unique to Societal Benefit)
• Social (including Environmental benefits/disbenefits) (unique to Societal Benefit)

Costs

Cost categories in TREDIS represent direct, monetized costs of designing, building, and maintaining infrastructure, summarized in the following categories:

• Construction
• Operations & Maintenance
• Residual

Using the Graphics Tab

Because Traveler Benefit, User Benefit, and Societal Benefit cover similar categories, you may choose to toggle off one or two benefit bars of the tabulations if they aren’t relevant to your analysis.

Interactive feature: Toggle on and off metrics by clicking on them in the legend. For example, User Benefit and Societal Benefit may be toggled off to see only Traveler Benefit and Costs.
 

 
Interactive feature: Click on a Benefit bar reveal a disaggregation by category. Clicking on the Traveler Benefit bar above, for example, shows the breakdown between categories:
 

 
Interactive feature: Click on the Costs bar to reveal a disaggregation by Costs categories:
 

 
Interactive feature: Update the Discount Rate and click Refresh to change the discount rate for all measures.
 

 

Benefit-Cost Overview

The Benefit-Cost Overview tab shows a tabulation of Benefit-Cost Analysis results for the discount rates selected in Results settings. As with all similar tables, clicking the blue arrow on the left expands the selected category.
 

 
All values are in present values (discounted) terms, in millions of dollars.

See the Benefit-Cost FAQ for details on the signs of Benefit and Cost categories.

Present Value of Benefits Stream

This table drills down into the various categories of net benefits that a project or policy change can bring about.

• Benefit Stream – Travel Benefits
These benefits are associated with travelers and traveling, including categories for time savings and safety as well as vehicle operating costs.
• Benefit Stream – Environmental and Social Benefits
These benefits are associated with environmental effects, greenhouse gas production, and other social benefits as defined by user.
• Benefit Stream – Wider Economic Benefits
These are benefits associated strictly with business productivity, labor market participation, and logistics and supply chain savings.
• Benefit Stream – Transfer Benefit Effects.
These benefits specifically deal with adjustments due to fees, for example fees, tolls, or other user charges.

Present Value of Costs Stream

The next section addresses the Present Value of Cost Stream, detailing Project Costs and Cost Adjustments.

• Costs Stream – Project Costs
These costs represent actual design, capital spending, and operational and ongoing maintenance costs associated with the project.
• Costs Stream – Cost Adjustments
These costs are often residual values of capital, following its use for the project.

Net Benefit

Three kinds of BCA analysis are calculated here.

• Transportation System Efficiency: Traveler Benefits Only
Traveler Benefit minus Present Value of Costs Stream
• Traditional BCA: Traveler Benefit + Economic Benefits
Traveler Benefit plus Wider Economic Benefit minus Present Value of Costs Stream
• Full Societal BCA: All Benefits Categories
Traveler Benefit plus Wider Economic Benefit plus Environmental and Social Benefit, minus Present Value of Costs Stream.
• Benefit Cost Ratio
See the section above for the meaning of Transportation System Efficiency, Traditional BCA, and Full Societal BCA. Here, those benefit categories are divided by the Present Value of Costs Stream for a ratio.

Value of Benefits

This tab shows the benefit values by type by year for two different discount rates or undiscounted. These categories are the same as presented in the Graphics page, but grouped A through E, depending on the type and whether the benefit is monetized or non-monetized.

The left tab provides aggregations by year while the right tab provides aggregations by mode-purpose.

Interactive feature: Dynamically set the discount rate with the drop down.
 

 
Monetized benefits include expenditures or savings on vehicle operating costs, and represent actual money transfers. Whereas externalities (safety and the environment) are monetized to capture the full range of benefits, even though these benefits only represent an approximate measure of value.

For example, vehicle operating costs include user expenditures on fuel, maintenance (tires, brakes, etc.), and vehicle depreciation per mile. On the other hand, reduced commute times benefit users, and are monetized to capture the total benefit to society of the project (relative to the cost), despite no monetary transfer to the commuter.

As elsewhere, keep in mind that Benefits refers both to positive benefits and negative (dis)benefits.

All figures are in millions of dollars. The categories are monetized unless noted otherwise.

1. Traveler Benefits
   1. Vehicle Operating Costs
   2. Business Time & Reliability Costs
2. Traveler Benefits (non-monetized)
   1. Value of Personal Time & Reliability
   2. Safety Cost
   3. Additional Consumer Surplus
3. Shipper/Logistics Cost
4. Business Productivity
5. Social/Environ. (non-monetized benefits)

Cost and Net Benefits

The graphs and tables of the Cost and Net Benefits tab show the gradual accumulation of benefits and costs, making it simple to find the year a project breaks even. The default format is a chart, but other formats can be selected via the dropdown menu at top left.

Chart View

The line chart shows the cumulative costs and benefits. Two discount rates are shown by default.
 

 
Interactive feature: Clicking on the metric descriptions in the legend toggles them on or off.

By toggling off the metrics showing Benefits at 7% and Costs at 7%, we can see just the rates for 3%. Then, hovering over the line for benefits, we can see individual year values.

This is often useful for quickly identifying the year that cumulative benefits overtake cumulative costs.
 

Table Views

Selecting a Discount Rate (or Undiscounted) in the drop-down menu in the upper left corner presents the data as a table.
 

 

Project Costs

• Startup Costs include the construction, capital, and design costs.
• O&M Costs are the recurring costs of yearly operations and maintenance.
• Residual Value costs are negative because they return value beyond the analysis horizon, similar to a benefit (e.g. a bridge doesn’t disappear at the end of the analysis period and continues to function).
  • This explains why, for example, there is a small drop in cumulative costs in the graph above at the very end of the project, when residual values are accounted for.
• Total Costs sums the previous rows.

Project Benefits

This column summarizes the benefits disaggregated in other reports.

Net Total Benefits

This column simply shows Total Benefits minus Total Costs.

Environmental

Environmental impacts include impacts from volatile organic compounds (VOC), NOx, SO2, particulate matter (PM 2.5), and CO2. TREDIS estimates costs of emissions of PM 2.5, or particulate matter 2.5 microns or smaller.

Tabs under the Environmental show emissions by year in metric tons, the value of emissions by year, and the value of emissions by mode-purpose.

For the value reports, the drop-down menu in the upper left allows you to choose a discount rate.

As with other benefits and savings in TREDIS, the environmental benefit may be negative to represent a disbenefit due to more pollutants.

Grant Report

The Grant Report collates information from several sources to facilitate TREDIS reporting for grant applications.

Benefit-Cost Summary

Source: Benefit – Cost > Graphics In Graphics, the details are available by clicking interactive graph.>/p>

Project's Impact on Travel Characteristics

Source: Tracing/Validation > Change in Travel Characteristics Note these are summed across regions.

BENEFIT-COST RESULTS - BY YEAR

The following tables are given for each of the two discount rates chosen in Results Settings (often 7% and 3%).

• Value of Benefit Stream
  • Source: Benefit – Cost > Value of Benefits
  Unless otherwise noted, the columns are in undiscounted amounts.
• Project's Net Benefits
  • Source: Benefit – Cost > Cost and Net Benefit
  Unless otherwise noted, the columns are in undiscounted amounts.

ENVIRONMENTAL FACTORS

• Amount of Emissions By Year (Tons)
  • Source: Benefit – Cost > Amount of Emissions By Year (Tons)
• Value of Emissions By Mode ($)
  • Source: Benefit – Cost > Value of Emissions By Mode. The columns are in undiscounted amounts.

BCA ASSUMPTIONS

• Value of Time, Per Vehicle Cost Factors, Environmental Cost
  • Source: Modes screen > Adjust Mode Factors dialog
    
    The fixed factors in this table can be viewed and set on the Modes screen by clicking on the Adjust Mode Factors button (bottom right).
    
    The values are repeated for Base and Project simply to show they do not change between them; in TREDIS these factors are all the same between the base and project alternatives.

• Travel Demand
  • Source: Travel screen inputs

• Startup Costs
  • Source: Costs screen inputs (Advanced Mode) These costs are summed across all years.

• Annual O&M Costs
  • Source: Costs screen inputs (Advanced Mode) These costs are summed across all years.

Benefits per Unit

The Benefits per Unit report demonstrates the benefits per unit of construction for projects where users have entered data in the Quantities and Unit Costs window of the Costs page.

• Units shows the change in the units built between alternatives (Project alternative minus Base alternative).
• Benefit per Unit shows the total benefits of the project divided by the number of units of changes.
  • Note: The numbers in this column should not be added together, since the total benefit is used as the dividend in each row. Each row represents how the benefits could be attributed to the improvement as if it were the only improvement.

Benefits per Trip

The Benefit per Trip report shows change in benefits per trip -- passenger trips for passenger modes (including Personal, Commute, and Business purposes) and vehicle trips for Freight purposes. When represented as a benefit per trip, it is easier to represent the user experience and understand whether it is improving from the Base to Project alternative.

For these calculations, induced trips’ full cost is counted. (Compare with the calculations for Induced Benefit, where only half the benefit is assumed to be enjoyed by consumers, since that calculation is for the user benefit.)

Dropdown menus allow you to change the year calculated (including an option for all years, "Cumulative"), as well as the discount rate.

• Change in Benefit per Trip shows whether the benefits per trip are improving in the Project alternative. For example, if the cost per trip is $3.00 in the Base alternative and $2.00 in the Project alternative for a mode, the Change in Benefit per Trip would be $1.00, because each trip enjoys a $1 in the Project alternative.
• Change in Trips shows the change in trips in the Project alternative. This is calculated by subtracting Project trips from Base trips, so a negative number means there are more trips in the Project alternative. For example, if there are 100,000 trips in the Base alternative and 200,000 in the Project alternative, the Change in Trips would be -100,000 to show that trips increased.
• Change in Total Benefits shows the change in total benefits in the Project alternative compared to the Base alternative.

 

Results - Financial Impact

Graphics Tab

The Financial Impacts tab opens with a summary graphic showing revenues and expenditures as a bar chart, with a line showing the net revenue on a year-by-year basis.
 

Clicking on a revenue bar shows the detailed breakout of impacts due to federal and state/local taxes, broken out by households and businesses.
 

Likewise, clicking on a cost bar shows the detailed breakout of expenditure impacts for the project.
 

Revenues Tab

Under the Revenues tab, select a Region and Year to see projected revenues. Like other matrix tables, clicking the plus or minus sign in the upper left will expand or collapse all rows, and clicking the Excel symbol in the upper right will export the data shown as a spreadsheet that can be saved.

Impact Type	The Impact type menu allows you to view the total impacts or filter the results to view only construction, operational, contingent development, or market access impacts.
Cash Flow	This control allow you to select with real or Nominal (Future $) for Cash Flow.
Inflation Rate	This control allow you to change the inflation rate used in your analysis.

Note that Sales Tax is NA under the Household and Business disaggregate columns because the foundational IMPLAN data underlying TREDIS calculations does not provide the incidence split between the two entities.

Cost and Revenue Sharing

Undiscounted Payback Period and Discounted Payback Period show the year that cumulative revenues top cumulative costs. Discounts here are the first discount rate specified on the Results settings page.

Results - Tracing/Validation

TREDIS allows you to filter your results using the drop down menu controls at the top of many of the Tracing/Validation results screens. Note that not all controls appear on each results screen.

Economic Activity	This control allows you to adjust the results view to look at the comparison between project versus base, the base results, or the project results.
Periods	This control allows you to filter your results for specific periods from your analysis as set on the Timing Screen.
Industry Aggregation	The Industry Aggregation menu allows you to adjust the industry details viewed in the results: Major Industry Class - 14 Sectors provides the highest level summary. Standard Results Format - 53 Sectors breaks down the industries to a higher level of detail Detail Report Format - 86 Sectors increases the level of detail Full Details - 544 Sectors - shows the data using all 544 sectors. Note - the larger the number of sectors the longer the report. It is recommended to use the smallest value first and then change the settings as desired to zoom in on the industry detail desired.
Impact Type	The Impact type menu allows you to view the total impacts or filter the results to view only construction, operational, contingent development, or market access impacts.

Graphics Tab

Summary of the travel changes in your project. Click on metric in the legend to toggle it on or off.

In the following descriptions, the cost savings in the variable described are reported, not the level itself. So, for example, the Crew Cost line item doesn’t describe the costs of the crew in the Base or Project alternative; the Crew Cost line item is the difference (Base minus Project) between the two alternatives.

Overview of Travel – Primary measures of performance, including miles per trip, minutes per trip, speed, and fraction of miles traveled in congestion.

The dropdown controls at the top left include a Breakdown and a Perspective dropdown. The Breakdown options include By Purpose and By Mode, while the Perspective options include Vehicle or Passenger/Ton Changes in performance metrics between the base and project scenarios by year.

Change in Project Costs - Differences between project costs by facility type, year, and subcategory of cost.

Change in Travel Characteristics - Changes in performance metrics between the base and project scenarios by year.

Clicking on a year expands the table to show the changes in travel characteristics for each mode-purpose combination for that year. This report is helpful to verify that you have entered in your travel data correctly.

Positive numbers indicate savings in trips, mileage, or time saved. That is, the level of the Project alternative is less than the level of the Base alternative. Negative numbers in this report indicate dissavings of these, i.e., an increase in activity.

Cost Savings by Type - Cost savings by mode-purpose combination and type.

To see how the cost savings are allocated across each cost category, click on a specific year. In this expansion view, we see which cost elements are the primary sources of savings in the selected year.

• Passenger Cost (In Vehicle) – Value of time of passengers for time spent in a vehicle.
• Passenger Cost (Out of Vehicle) – Value of time of passengers for time spent outside the vehicle.
• Crew Cost – Value of time for drivers or other vehicle crew.
• Freight Cost – Cost of freight goods being transported. This field is deprecated and set to 0 for results run as of March 2021; for projects run previously, it will maintain the previous cost estimated until the project has results run again.
• Freight Cost (Reliability) – Costs due to addressing unreliability in goods movements that are passed on to shippers and receivers of freight.
• Freight Cost (Delay) – Costs due to delay in delivery of goods that is passed on to shippers and receivers of freight.
• Reliability Cost – Value of time for passengers and crew spent buffering trips in order to arrive on time under unreliability circumstances.
• Fuel Cost w/Taxes – Costs, including taxes, of fuel.
• Veh O&M Cost – Operations and maintenance costs of vehicles, not including fuel.
• Fee per Vehicle Trip – Charges and fees incurred on a trip basis (e.g., road tolls, parking).
• Fee per Passenger Trip – Charges and fees incurred on a passenger trip basis (e.g., transit or taxi fares).
• Fee per Passenger Mile– Charges and fees incurred on a passenger mile basis (e.g., transit or taxi fares).
• Fee per Vehicle Mile – Charges and fees incurred on a vehicle mile basis (e.g., mileage-based fees).
• Safety Cost – Societal benefits (or disbenefits) from averted fatalities, injuries, and property damage.
• Environmental Cost – Societal benefits (or disbenefits) from averted emissions, including GHGs.

Transportation Services Accounting Summary - Accounting for revenues, costs, and driver income for TNC modes.

In the example below, TNC operations are expected to collect $200,000 more in the Project alternative than in the Base alternative.

• This report is only available if a TNC mode has been selected (on the Modes screen).
• The Company Share field (which determines share of revenues going to management company) is set in Modes screen > Adjust Mode Factors window > Other Costs tab.
• TNC charges can be entered as Per Passenger Mile charges or Per Passenger Trip charges in the Travel screen > Charges, Tolls, Fees tab.

Cost Savings by Industry - Savings (as shown in Costs Savings by Type) by industry and special aggregate groups (e.g., household).

Positive numbers indicate savings in dollars or time valued in dollars. That is, the level of the Project alternative is less than the level of the Base alternative. Negative numbers in this report indicate dissavings of these, i.e., an increase in money spent (or time valued in dollars).

The bulk of the line items in this report show how savings go to specific industries, defined by NAICS code. You can control the degree of industry detail in the Results screen control panel. (Available via the Gear symbol on the top left once reports have already been run.)

• If you choose the highest degree of detail (in the Results settings panel, certain sectors of reporting will not correspond directly to a NAICS code.
  • Non-industry sectors defined by IMPLAN have a description beginning Not an Industry….
  • Government sectors defined by IMPLAN have a description Employment and payroll of….
• Household Value of Time Benefit is time savings, monetized.
• Societal & Environmental Benefits are monetized.
• Transit Operating Expenses are not used in the benefit-cost analysis or economic model because they are typically assumed to be entered as spending input on the Costs screen.

Project Impacts by Industry - Savings here serve as inputs into the economic model and reflected, finally, in the Economic Impact reports (Results screen > Economic Impact tab).

Positive numbers indicate savings in dollars or time valued in dollars. That is, the level of the Project alternative is less than the level of the Base alternative. Negative numbers in this report indicate dissavings of these, i.e., an increase in money spent (or time valued in dollars).

Impacts are summarized by columns describing their source. based on four categories of potential impact sources.

• Travel Cost Savings are produced by changes between Base and Project alternatives entered on the Travel page. These might include savings for households and industries through a variety of mechanisms including savings of time on business travel, fuel, and vehicle operating costs. These do not include economic impacts of averted crashes, fatalities, and injuries, which are tallied under the Safety column.
• Contingent Development impacts are produced directly by items entered on the Contingent Development tab of the Access page. These represent impacts that might accrue due to considerations outside of a travel model, such as the establishment of a new business venture due to improved travel.
• Additional Potential Output from Market Access comes from the Intercity Access tab of the Access page. These include productivity improvements stemming from enhanced employment opportunities, business-to-business opportunities, and port efficiency.
• Safety impacts are produced by improved economic outcomes from averted fatalities, injuries, and property damage, including reallocation of medical care costs back to payees (both firms and households), lost productivity due to injury, and insurance costs. Impacts listed here are for economic impact purposes and not for societal benefit calculations – those figures are shown in the Cost Savings by Type report.

• Driver Budget (Not Reallocated) represents the net to the drivers of TNCs. This is the same as the Driver Income line from the Transportation Services Accounting Summary.
• Household Budget (Reallocated) represents the net to the Household sector, with money reallocated to other sectors to where spending will occur in the economic model. These typically include vehicle operating costs and fuel costs for private travel (or half of commute travel).
• Household Budget (Not Reallocated) represents the net to the Household sector, with money not reallocated to other sectors in the economic model, typically because the money is collected by an agency.
• Transit Operating Expenses represents the net change of spending on operating transit. These figures are not used in the economic model because they are typically assumed to be entered (and impacts determined) by spending input on the Costs screen.

Market Access Impacts - By Source - Impacts of the market access impacts, tracing the effects of inputs on the Access screen > Market Area Access tab.

• Access Characteristics Summary reiterates the inputs entered and shows the difference between the Base and Project alternatives as a percentage.
• Gross Business Attraction from Market Access Improvement shows nominal dollar impacts, broken down by source of market access impact.
• Percentage Change in Output shows the same impacts but in terms of percentage of the Base value.
• Implied Elasticity of Output with Respect to Market Access Change shows corresponding elasticities for validation purposes.

Market Access Impacts - By Industry - Impacts from Gross Business Attraction from Market Access Improvement (as described above in Market Access Impacts by Source), but in this report, broken down by industry.

Results - Equity

The Equity section provides insight regarding the extent of economic hardship (poverty, low income, high unemployment, lack of car ownership) and historically underserved populations (elderly, physical disability, racial/ethnic minority status) among the study regions. This is expressed in terms of both baseline context and project impact.

Equity Context

The Equity Context tab shows current baseline conditions for each study region. This includes rates of economic hardship among each region’s population (poverty, low income, high unemployment, lack of car ownership) and the percentage shares of historically underserved populations (elderly, physical disability, racial/ethnic minority, non-citizen) living in each region. These measures are compared to state and national figures, so you can see how each region compares to wider area averages. This provides baseline insight for interpreting the impact findings presented in the next tab.

Equity – Benefit/Impact Distribution

In addition to simply comparing a project’s regions directly in terms of their populations, the Benefit/Impact Distribution reports show how the benefits and impacts of a project are distributed to the regions, along with some equity measures of interest. In this way, you may quickly see whether the regions that enjoy benefits or impacts are the same regions that may have the greatest need.

Transportation Benefits

In this report, the distribution of regional benefits reported under Benefit – Cost reports are presented alongside equity measures.

The Results Year drop-down can be used to see specific operations years.

Share of Cost (Cumulative) – Percentage of all costs as entered in the Cost page, summed across all Construction Years

Share of Forecast Population – Percentage of the forecasted population (in the Base alternative) for the Analysis Year

Share of Passenger Savings – Percentage of total savings experienced by modes with a purpose of Business, Personal, or Commute

Share of Freight Savings – Percentage of total savings experienced by modes with Freight purpose

The columns under the Baseline rubric reiterate the equity measures for each region for convenient comparison with shares of savings.

Economic Impacts

In this report, the distribution of regional economic impacts reported under Economic Impacts reports are presented alongside equity measures.

The Results Year drop-down can be used to see specific operations years.

Share of Cost (Cumulative) – Percentage of all costs as entered in the Cost page, summed across all Construction Years

Share of Forecast Jobs – Percentage of the jobs (in the Base alternative) for the Analysis Year

Share of Job Impacts – Percentage of the change in total jobs that are an impact of the Project alternative in the Analysis Year

Share of Forecast Income – Percentage of the labor income (in the Base alternative) for the Analysis Year

Share of Income Impact – Percentage of the change in total labor income that is an impact of the Project alternative in the Analysis Year

The columns under the Baseline rubric reiterate the equity measures for each region for convenient comparison with shares of savings.

Reference Levels

This report gives context to the Transportation Benefits and Economic Impact reports by showing the distribution for each of the equity variables of interest among the geographic units analyzed.

The Measures shown for the Modeled Regions take each Region defined in the model as an observation. The State and National geographies take each county in the state or the US as the unit of observation.

For each equity measure, three measures are shown:

Top 20^th – The cutoff point above which 20% of regions or counties have higher levels of the observed statistic

Median – The median observation for the statistic

Bottom 20^th – The cutoff point below which 20% of regions or counties have lower levels of the observed statistic

Using the screenshots as an example, in any of the other Equity reports, you can see that Region 1 has an unemployment rate of 6.5%. From the points shown in the Reference Levels for top 20th, median, and bottom 20^th – 5.8%, 5.6%, and 5.0%, respectively – you can see that 6.5% is relatively high among the regions modeled for this project.

However, within the State, Region 1 ranks somewhat better, since among all the states’ counties, 7.5% is the cutoff for the top 20^th. Region 1’s 6.5% unemployment rate is below that and thus better than at least 20% of the counties in the state (assuming Region 1 doesn’t include any of those counties).

Nationally, however, Region 1 would still be higher than 80% of counties, which we can say because the top 20^th percentile is only 5.9% for all counties in the US for the data from year 2021 in this example.

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Results - Freight - Transearch

Use the sub tabs at the top of the screen to detailed table views:

Freight Summary
This screen shows the composition of freight flows in both tons or dollars for the selected region in both graphical and tabular format by years. You can see inbound, outbound, internal and through flows of commodities in addition to the totals of all origin-destination options.

Flow by Mode
The Flow by Mode screen presents by mode, the tons of goods, dollar value of those goods, or the number of vehicles used to transport those goods, by year and also flow type (inbound, outbound, etc.)

Mode-Commodity Mix
The Mode-Commodity Mix screen presents by mode, the tons of goods, dollar value of those goods, or the number of vehicles used to transport those goods, by year along with the detail commodities transported.

Trip Lengths
The Trip Lengths report breaks down the distances the commodities move, again as tons of goods, value of goods, or number of vehicles moving the goods, showing the breakdown in distance ranges, average, and estimated VMT.

Top locations
The Top Locations chart, presents as either a bubble chart or a direction chart the relative flow of goods (as tons, value, or number vehicles) with the largest/darkest bubbles delineating the largest values and conversely the smallest/lightest bubbles representing the smallest values. The quantities to be presented are selected with the drop down menus for

• Region
• Direction (inbound/outbound, total/domestic/international)
• Commodity of interest (or all commodities)
• Number of data points to show (top 5, 10, 25 (default), 50, 75, or 100)
• Value shown (tons, value, vehicles)
• and Year of interest

The map below is a representative bubble chart showing top 25 destinations the outbound domestic flow of paving or roofing materials in tons for 2018.

Economy Relationships
The Economy Relationships chart shows the trend for the top 7 commodities transported by value.

Freight Dependency
The Freight Dependency tab present the economic impacts (output, value added, income, and jobs) by industry for the region, direction, modes, commodities, and year selected, with the option to include labor match.

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Results - Freight

Once the Freight Analysis has finished running, you will be left at the Summary Results screen. Press the Freight tab to view your freight results.

Freight Summary
This screen presents a summary of the total commodity flows by tons or value, depending upon which subtab is selected. Only the years selected on the settings page show values, so if more details are needed, you will need to rerun the freight analysis from the settings screen.

Clicking on a bar in the graph will bring up a popup window with a line graph showing the composition of freight flows in either tons or value as selected using the tab. Flows are shown as total, inbound (coming into the study region), outbound (exported from the region), internal (origin and destination within the study region), and through (origin and destination are external to the study region). This data is provided in both graphical and tabular formats both allowing for the export of the data.

In a similar manner, if you hover over a data point on a line, you will see the value at that point. Clicking on the data point brings up another popup with the commodity details in both tabular and graphical formats:

Flow by Mode
The Flow by Mode screen presents by mode, the tons of goods, dollar value of those goods, or the number of vehicles used to transport those goods, by year and also flow type (inbound, outbound, etc.)

Mode-Commodity Mix
The Mode-Commodity Mix screen presents by mode, the tons of goods, dollar value of those goods, or the number of vehicles used to transport those goods, by year along with the detail commodities transported.

Trip Lengths
The Trip Lengths report breaks down the distances the commodities move, again as tons of goods, value of goods, or number of vehicles moving the goods, showing the breakdown in distance ranges, average, and estimated VMT.

Top locations
The Top Locations chart presents as either a bubble chart or a direction chart the relative flow of goods (as tons, value, or number vehicles) with the largest/darkest bubbles delineating the largest values and conversely the smallest/lightest bubbles representing the smallest values. The quantities to be presented are selected with the drop down menus for

• Region
• Direction (inbound/outbound, total/domestic/international)
• Commodity of interest (or all commodities)
• Number of data points to show (top 5, 10, 25 (default), 50, 75, or 100)
• Value shown (tons, value, vehicles)
• and Year of interest

The map below is a representative bubble chart showing top 25 destinations the outbound domestic flow of paving or roofing materials in tons for 2018.

All locations
The All Locations tab provides baseline vFreight data for your study region, based on the settings you select in this tab for commodity flow direction (inbound/outbound domestic/international), commodities to view, domestic mode type, foreign mode type (for international flows), and foreign trade partner. Pressing the submit button processes this baseline data and is presented as a set of tables and maps (for more detailed user instructions please click here):

Economy Relationships
The Economy Relationships chart shows the trend for the top 7 commodities transported by value.

Freight Dependency
The Freight Dependency tab present the economic impacts (output, value added, income, and jobs) by industry for the region, direction, modes, commodities, and year selected, with the option to include labor match.

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Results - VIA

 
 

Coming Soon

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Glossary

Term	Definition
Alternative	Within a TREDIS project, alternatives such as Base (no-build) and Project (build) are compared
Analysis Type	TREDIS adapts the user inputs and available results to match where in the transportation planning cycle the user project falls.  In addition to the Advanced Mode, TREDIS includes Public Policy, Vision Planning, Prioritization, Alternatives Analysis, Single Project, Existing Facility, and Asset Management Types.
Access	See Market Access
BCA	Benefit Cost Analysis. Click here for detailed explanation
Buffer Time	Refers to the hours that travelers must set aside for each vehicle trip in addition to their travel time in order to arrive on-time 95% of trips. Average buffer time per trip is related to average travel time per trip by the buffer time index. TREDIS can estimate needed buffer time per trip based on the information you provide on total Trips, total VHT, and percent of VMT congested (V/C > .9).
Constant Dollar Year	The adjusted value of currency used to compare dollar values from one period to another.
Construction Period	The schedule years when a project's construction activities occur.  This period ranges from the Construction Start Year to the Construction End Year
Contingent Development	Refers to discrete jobs or business sales attracted to the region due to the transportation improvement – the development of this economic activity is contingent on completion of the project. Contingent development within the market access inputs section of TREDIS can be used when the agency has more specific information on land development or job attraction that should be included as well as estimates from transportation cost savings and expansions of the labor market or same day deliver market areas.
Contract	TREDIS organizes subscriptions using the concept of contracts.  The contract contains information about the geographies the user may access and time period the subscription is active.
Costs	Costs are the project expenditures made during the Construction Period and then the operating and maintenance expenditures during the Operations Period.
Cost Elements:	Property Acquisition: Right-of-way purchases or easements Engineering and Design: Soft costs of construction, including planning, analysis, legal, architectural, engineering, and design work. Right of Way: Earthmoving, grading, drainage, and paving. For railroads, this includes all expenditures on the laying of rails; for airports, this includes runway construction. Transport Structures: Construction of culverts, road bridges, flyovers, railroad bridges, and marine docks Terminal: Operations offices, maintenance facilities, airport/bus/rail terminals, or storage buildings Vehicles: Acquisition of rail cars and engines, ferries, airplanes, barges, or maintenance or service vehicles Ongoing Operations: Cost related to transit service operation, highway toll collection, systems operation, or incident management Maintenance and Rehabilitation: Crack repair, repaving, or vegetation control; also includes vehicle servicing.
CO2	Carbon Dioxide (pollutants)
Custom Mode	A custom mode is a user created mode, based on an existing mode which can have different default values.  Custom modes are shared among all members of the user's account, with the user who created the custom mode uniquely able to edit the default values.
Direct Impact	The effect of cost savings to system users under the transportation scenario modeled, or spending by the operator or constructing entity of a project or service.
Discount Rate	Cost of capital (interest rates).   Note: TREDIS uses the default values of 3% and 7%, which corresponds to the values typically used in grant applications, although the user may change these values prior to running the analysis on the Results - Settings screen.
EIA	Economic Impact Analysis. Click here for detailed explanation
Environmental Factors	This deals with emissions generated by the vehicles in the project.  Factors include tons of emissions (VOC, SO2, NOX, PM, and CO2) per vehicle mile traveled both free flow and congested, along with the cost per ton of these pollutants.
FIA	Financial Impact Analysis. Click here for detailed explanation
Fraction Congested	Fraction of time all vehicles for a specific mode-purpose are experiencing congestion (values range from 0 - 1.0)
Fraction of Trips: Incoming	Fraction of trips (0 - 1.0) that originate outside the study region and end in the study region
Fraction of Trips: Internal	Fraction of trips (0 - 1.0) that originate in the study region and also end in the study region
Fraction of Trips: Outgoing	Fraction of trips (0 - 1.0) that originate inside the study region and end outside the study region
Fraction of Trips: Through	Fraction of trips (0 - 1.0) that originate outside the study region and end outside the study region
Indirect Impacts	The effect of spending by the suppliers to business users benefiting from system improvements, or suppliers of operators or constructing entities of a project or service.
Induced Impacts	The effect of household spending due to additional employment and payroll generated by direct and indirect impacts.
Labor Income	Labor Income includes employee compensation and proprietor income. In TREDIS, it represents the additional wages, salaries, and benefits for employees and new income for proprietors from the scenario analyzed.
Labor Market	The labor market affected by a project is considered to be the number of residents within a 40 minute trip of an employment center affected by the project. TREDIS default labor market values are based on the population within a 40 minute drive-time from the population-weighted centroid of a county. On the Summary graphic, TREDIS shows the percent improvement which you indicated your project is expected to provide.
Linked Area	Regions directly connected to study region, defaults to geographies within study region, but may be overwritten. (Contact your account manager to add linked areas that are outside your subscribed account regions)
Local Market	Approximate 40-minute commute time (way). The threshold at which most employees are willing to travel.
Market Access	Translates changes in market access and intermodal connectivity into effects on agglomeration, dispersion and scale economies for industry sectors. It applies calculation methods backed by peer-reviewed publications for estimating wider economic impacts.
Mode	Transportation type, such as passenger car, truck, and bus used in the Project analysis
NOX	Nitric Oxide and Nitrogen Dioxide (pollutants)
Occupational Aggregation	Refers to the number of digits of Standard Occupational Classification (SOC) codes to use when reporting economic impacts by occupation. The SOC system is developed and published by the U.S. Bureau of Labor Statistics and used for their reporting. TREDIS offers 2-, 3-, and 4-digit SOC Code aggregation.
O & M	Operations and Maintenance - see Cost Elements for Ongoing Operations, and Maintenance and Rehabilitation.
Operations Period	The period of time when the transportation system is in operation and is incurring operating and maintenance costs.  This period ranges from the Operations Start Year to the Operations End Year.
Output	Output represents the value of industry production. For manufacturers, this would be sales plus/minus change in inventory. For service sectors production, output is simply the value of sales. For Retail and wholesale trade, output is represented by gross margin and not gross sales. Margin is sales receipts less the cost of goods sold.
Period	A time period specified at the Project Level, defined solely by its travel demand characteristics. Multiple periods may be used to model differences in peak vs. off-peak or seasonal differences resulting from road closures.
Period Veh-Trips	The number of one way trips made by all vehicles during the period (annually for example)
PM	Particulate matter (pollutants) - complex mixture of extremely small particles and liquid droplets in air. Particle pollution is made up of a number of components, including acids (such as nitrates and sulfates), organic chemicals, metals, and soil or dust particles.
Productivity	The average measure of the efficiency of production, which is expressed as the ratio of the outputs to the inputs as used in the production process, i.e. output per unit of input.
Project	The major unit of a TREDIS analysis defined by certain parameters being held constant.  It has the following features: (1) the geography (Region) is constant over the entire analysis, (2) all Alternatives within the Project have the same time horizon (that is, the same Construction Period and Operations Period), and (3) certain parameters such as the discount rate, are "fixed" across Alternatives when they are being compared.
Project Group	TREDIS allows the user to organize collections of projects in groups.  The criteria for organizing is up to the user and may be elements such as user projects, team projects, archived projects (for saving older projects), etc.
Purpose	Trip purposes are used to classify why a trip is taken and is associated with a mode to form a mode-purpose combination. The trip purposes will fall into one of the following five categories:  Business, Personal, Commute, Freight, or No Split (which is the combination of the previous four selections.)
Results Year	Year used for presenting TREDIS results, typically in the future
Same-Day Market	Approximate 180-minute (3-hour) drive time for a same day truck delivery of goods. Allows for delivery and truck return to warehouse the same day.
STCC	The Standard Transportation Commodity Code (STCC) is a publication containing specific product information used on waybills and other shipping documents. A STCC code is a seven digit numeric code representing 38 commodity groupings.
SO2	Sulfur Oxides (pollutants)
Study Region	Geographic areas where the Build Alternative takes place.  These study areas may be as small as a zip-code or as large as a collection of states.  A project may have 1 or more Regions (up to 10).
Supply Chain	Refers to the same day delivery market for an employment center modeled by the project. It conversely considers the establishments that can serve your employment center with same day delivers. TREDIS estimates Supply Chains based on the employment at establishments within a 3 hour drive time. Default values for supply chain area employment are based on the employment-weighted centroid of a county. On the Summary graphic, TREDIS shows the percent improvement which you indicated your project is expected to provide.
Terminal	An intramodal transfer facility such as an airport, marine port, or rail facilities (passenger and freight)
Time/Value Factors	Default values used by TREDIS to address costs per crew member, passenger, and freight logistics, as well as buffer time costs and out of vehicle transfer costs
Travel Characteristics	Translates changes in traffic volumes, vehicle occupancy, speed, distance, reliability and safety into direct cost savings for household and business travel. It applies practices for travel modeling and economic valuation that are widely accepted by metropolitan, state and federal agencies.
TREDIS	Transportation Economic Development Impact System
Truck L-T-L	Truck L-T-L refers to Less than Truckload shipping. This Mode is used to describe trucks used where a shipment does not require a full 48- or 53-foot trailer. Examples are lift gate and residential pickups and deliveries, etc.
Truck PVT	Refers to "Private" truck freight.
Truck NEC	Refers to truck freight "Not Elsewhere Classified."
Useful Life	The useful life of a facility describes the number of years after which a facility is considered to be obsolete and in need of replacement. TREDIS uses information on the useful life of project investment categories to determine the residual value of those investments at the end of the analysis period. At the completion of construction, investments begin depreciating at a rate tied to the useful life factor.
Value Added	Value Added changes from a project can also be considered as changes in Gross Regional Product or GDP. Value Added is the difference between an industry’s or establishment’s total output and the cost of intermediate inputs. It consist of employee compensation, taxes on production and imports less subsidies, and gross operating surplus (similar to profit).
VHT	Vehicles Hours Travelled
VMT	Vehicle Miles Travelled
VOC	Volatile Organic Compounds (pollutants)

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